That’s what TexRail, TRE, and now Amtrak calls the “Hole in the Wall”!

It’s where UP tracks and US 287B (TX 280) Highway go over the ex-Rock Island track that TRE, TexRail, and Amtrak use; which is single track under those bridges. The UP bridge is being replaced and made longer by TexRail so It can double track under it. This is a signifancant choke point to passenger train traffic into downtown Fort Worth from the northeast, so the UP will end up with a spanking new bridge.

FWIW, the BNSF bridges over the ex-Rock Island corridor just a few blocks further west, but TRE has double tracked under it already, so it’s not being replaced by TexRail.

That’s what TexRail, TRE, and now Amtrak calls the “Hole in the Wall”!

It’s where UP tracks and US 287B (TX 280) Highway go over the ex-Rock Island track that TRE, TexRail, and Amtrak use; which is single track under those bridges. The UP bridge is being replaced and made longer by TexRail so It can double track under it. This is a signifancant choke point to passenger train traffic into downtown Fort Worth from the northeast, so the UP will end up with a spanking new bridge.

FWIW, the BNSF bridges over the ex-Rock Island corridor just a few blocks further west, but TRE has double tracked under it already, so it’s not being replaced by TexRail.

They have an automatic coupler whether or not it’s proprietary. They don’t need to be moved by a switcher because they can be moved under their own power. They have two diesel generator trains within the power car and each cab car has its’ own electric power truck or bogie. Neither DCTA nor TexRail own a traditional switcher. Why would they ever need one?

Amtrak operates switchers in LA,Chicago, Washington DC,etc. to move consists from station to yard, even though they could use the attached locomotives. Thought regional authorities would operate the same, since the yard for Texrail is not next to the Ft Worth Intermodal station.

The other organizations in LA, Chicago, D.C., etc. do not operate DMUs. Look at what other transit agencies using DMUs and for that matter EMUs do. Does NJT run a switcher to move River Line DMUs around? Does NCTD run a switcher to move Sprinter DMUs around? Does CapMetroRail run a switcher to move their DMUs around? Does DCTA run a switcher to move A-Train DMUs around? Does SMART run a switcher to move their DMUs around? Does WES run a switcher to move their DMUs and RDCs around? Does any light rail operator in the country use a switcher to move their EMUs light rail trains around? If they do, it would be the exception rather than the rule.

I don't see why a switcher isn't needed, if a set of *MUs is in the shop, then you can move them around without having to fully power them up. Maybe some of these other places use other *MUs to move trainsets around. I know even Atlanta's MARTA has diesel switchers and powering up a transit EMU seems to be far faster than bringing an FRA-compliant EMU online.

MattW wrote:I don't see why a switcher isn't needed, if a set of *MUs is in the shop, then you can move them around without having to fully power them up. Maybe some of these other places use other *MUs to move trainsets around. I know even Atlanta's MARTA has diesel switchers and powering up a transit EMU seems to be far faster than bringing an FRA-compliant EMU online.

In Dublin, Ireland, DMUs are used to move EMUs from other manufacturers to and from the Drogheda and Inchicore yards for wheel lathe work, because there is no wire to either.

NIMBYkiller wrote:Thank you. So what prevents others from using these? I'm guessing whatever waivers would be on a case by case basis?

Nothing prevents their use. Any FRA Alternate Compliance equipment gets the same inspections as a piece of FRA Standard Compliance rolling stock, and they are likewise certified as a class rather than by individual waiver - no time separation or grade separation necessary. The only difference is that the Alternate Compliance rolling stock uses different technology to prevent bodily injury, so the overall compression strength is different. Most American railroads haven’t ordered it yet because they’re more familiar with traditional FRA equipment, because few Alternate Compliance vehicles are now available in America and certified by the FRA, and because the alternate refs were drafted and approved within the last couple of years.